Justin,
A couple of observations and questions
I consider anything over 400 degrees too hot with the acceptation of a short blip. During the summer, I can not climb full throttle to altitude without one of the cylinders going above 400. I find that climbing out at 125kts seems to be the best speed for cooling and reducing the power once over 2000 AGL. Maintaining 24/2500 produces CHTs in the 350-380 range depending on the OAT. I never lean on climb out to less than the takeoff EGT.
When you are on the ground and the engine is cool, does the CHT read the same as the OAT? How many hours do you have on your engine? It seems that mine took around 15- 20 hours before the CHTs dropped and stabilized. To me it looks like you have a problem with all the CHTs being way to high, but #6 does seem way out of line. FYI, my #6 is one of the coolest cylinders. The oil cooler damper position has little affect for me.
Is this a new Lycoming factory engine? Do you have your wheel pants and fairings installed. Installing them and increasing your airspeed will increase your cooling. I would still check for an intake leak and make sure that your baffle seals around the rear and lower portion of the #5 and #6 cylinders are tight up against the cylinder. I would also check your timing advance. I just looked at your Blog and see you have dual electronic ignition.
__________________
Bill Peyton
RV-10 - 1125 hrs
N37CP
First Flight Oct 2012
Aviation Partners, LLC
Last edited by Bill.Peyton : 08-06-2015 at 03:50 PM.
|